Vaporizer carburetor

ABSTRACT

This invention relates to a vaporizer carburetor consisting of a mixer tube connectible to the inlet manifold of an internal combustion engine, an inclined evaporator tube assembly adapted to be heated by the exhaust gases of the engine, the lower end of this evaporator tube in an outlet arranged in a plane terminating within said mixer tube parallel to the vertical wall of said mixer tube, an auxiliary water tank connected to the upper end of said evaporator tube, and an auxiliary fuel tank connected also to the upper end of said evaporator tube by means of an upper high speed siphon pipe and a lower idling siphon pipe.

United States Patent 11 1 1111 3,

Minoza Oct. 28, 1975 VAPORIZER CARBURETOR 3,141,447 7/1964 Jernigan 26l/l8 A 3,273,983 9/1966 Minoza 48/180 [76] Inventor- Clemente M N?- 3 Mahusay 3,326,539 6/1967 Phipps 26l/D1G. 39 x Y Dlllman, Quezon 3,495,809 2/1970 Elam 261 /67 phlllppmes 3,588,058 6/1971 Lucas 261/67 22 Filed: Nov. 2, 1973 Primary ExaminerS. Leon Bashore [2]] Appl' 412307 Assistant ExaminerPeter F. Kratz Attorney, Agent, or Firm-Silverman & Cass, Ltd. [30] Foreign Application Priority Data Dec. 6, 1972 Philippines 14143 [57] ABSTRACT [52] Us. CL 48/180 48/180 123/122 This invention relates to a vaporizer carburetor coni' 261/18 26l/l45 sisting of a mixer tube connectible to the inlet mani- [51] Int CLz i /00 fold of an internal combustion engine, an inclined [58] Field of C 180 M evaporator tube assembly adapted to be heated by the 48/180 P 180 H B exhaust gases of the engine, the lower end of this 107' 261/ l 8 A 145 67 DIG 39 /52 evaporator tube in an outlet arranged in a plane termi- 123 A 122 nating within said mixer tube parallel to the vertical wall of said mixer tube, an auxiliary water tank con- [56] References Cited nected to the upper end of said evaporator tube, and an auxiliary fuel tank connected also to the upper end UNITED STATES PATENTS of said evaporator tube by means of an upper high 2,649,081 8/1953 Martienssen 261 18 A speed siphon pipe and a lower idling siphon pipe. 2,710,176 6/1955 Caddock 261/18 A 2,717,149 9/1955 Anderson 261/18 A 4 Claims, 6 Drawing Figures D 22 II ,2 15a. 9

zi' I0 ,4 '2 laa e E 23 I5 20 2/ US. Patent Oct. 28, 1975 Sheet 2 of4 3,915,669

US. Patent Oct 28', 1975 Sheet30f4 3,915,669

Sheet 4 of 4 VAPORIZER CARBURETOR This invention relates to carburetors in general and more particularly to a vaporizer carburetor.

The present invention is an improvement of my fuel vaporizer carburetor which was granted U.S. Pat. No. 3,273,983 on Sept. 20, 1966.

This vaporizer carburetor differs from the fuel vaporizer carburetor under U.S. Pat. No. 3,273,983 on three aspects, wherein lie the patentable improvements of the present invention, over said fuel vaporizer carburetor and which will be described in the light of the accompanying drawings.

The first difference is that in the fuel vaporizer carburetor, there is only one siphon pipe which is the passage of fuel from the auxiliary fuel reservoir to the cylinder of the engine at all speeds of the engine, while in the subject vaporizer carburetor there are two siphon pipes mounted on one flange, namely, the idling siphon pipe 2 which enables the passage of gasoline at idling speed of the engine and the high speed siphon pipe 2a, which enables the passage of additional gasoline needed for high engine speed.

In the fuel vaporizer carburetor when the needle valve of the siphon pipe, which controls the flow of fuel into the cylinder of the engine, is adjusted so that the engine will have slow smooth idling speed, the engine will have a slow pick up and lacks power. When the said needle valve is adjusted so that the engine will have sufficient power and good pick up, the idling speed of the engine will be very fast. In such a case, the fuel economy of the engine is lessened because the engine consumes more fuel than what is necessary for slow smooth engine idling speed. With the earlier carburetor, slow smooth idling speed of the engine is not compatible with good engine pick up and maximum rated power of the engine.

In the subject invention there are two siphon pipes mounted on one flange. The discharging portion 6a of the high speed siphon pipe 2a is positioned above the discharging portion 6 of the idling siphon pipe 2. The fuel level is the auxiliary fuel reservoir 1, is above the upper bend of the idling siphon pipe 2 but below the discharging end of the high speed siphon pipe. When the engine is idling, the fuel will flow through the idling siphon pipe, but no fuel will flow through the high speed siphone pipe. When the throttle valve 18 of the carburetor is opened wide, the suction of the discharging end of the high speed siphon pipe becomes high so that additional fuel is forced through the high speed siphon pipe. The engine attains the desired pick up and its rated maximum power.

The second difference is in the cut at the lower end of the evaporator tube, such cut is in the mixer tube. In the earlier carburetor, the lower end of the evaporator tube is cut perpendicular to the longitudinal axis of the said tube so that the said lower end is angular relative to this vertical wall of the mixer tube. When the throttle valve of the carburetor is opened wide the velocity of the air flowing by the end of the evaporator tube will be low so that the suction effect of the air is low and the pick up of the engine will be slow. In the subject vaporizer carburetor, the cut of the evaporator tube is in-.

clined with the longitudinal axis of the evaporator the evaporator tube is inclined with the horizontal such that the cut is at the lower end is parallel with the vertical wall of the mixer tube. With this arrangement, when the throttle valve of the carburetor is opened wide, the velocity of the air passing by the said lower end is high, the suction effect becomes great so that the engine pick up is fast.

The third and most important difference is that, in the subject vaporizer carburetor water is admitted into the evaporator tube while in the fuel vaporizer carburetor no water is admitted into the evaporator tube.

In the vaporizer carburetor a metered amount of water is allowed to flow into the evaporator tube the upper portion thereof. Since the evaporator tube is hot and the pressure inside is low, the fuel and water will vaporize. The fuel vapor and the water vapor together with the air in the mixer tube will then flow into the cylinder of the engine. At the compression stroke of the engine, the water vapor changes to steam. When combustion occurs, the steam absorbs some of the heat of the burned fuel and expands thus giving additional power to the engine. The engine becomes cooler with the water in the evaporator tube, because part of the heat of the fuel is absorbed by the steam and transformed to work, instead of being absorbed by the walls of the cylinders of the engine. Since the engine is cooler, the consumption of lubricating oil is less. In the subject vaporizer carburetor slow smooth idling speed of the engine will occur with good engine pick up, maximum engine power as well as maximum fuel and lubricating oil economy.

The primary object of the present invention is to provide improvements in the fuel vaporizer carburetor, so that the engine can attain maximum fuel and lubricating oil economy at the same time as allowing slow smooth engine idling speed and providing the necessary power or pick up thus sufficiently satisfying the demands for its maximum rated horse power.

The present invention a vaporizer carburetor for use of an internal combustion engine, consists of an evaporator tube assembly which is heated by the exhaust gases of the engine and adapted to continuously vaporize fuel flowing through two siphon tubes, from an auxiliary fuel reservoir and water flowing from an auxiliary water tank, and to feed the fuel and water vapor into a mixer tube assembly being connected to the inlet manifold of the engine by means of the adapter tube assembly. The fuel and water vapor mix with the air in the mixer tube assembly, and the resulting mixture of fuel vapor, water vapor and air flows into the cylinder of the engine, passing by the throttle valve inside the adapter tube assembly. The mixture of air, fuel vapor and steam at the end of the compression stroke of the engine, will explode and impart power to the piston of the engine.

The principle of operation of the vaporizer carburetor is as follows: The liquid fuel in the auxiliary fuel reservoir flows through two siphon pipes, fuel for idling speed of the engine flows through the idling siphon pipe and additional fuel necessary for high engine speed or for power requirement flows through the high speed siphon pipe and is introduced into the upper end of the metal rod core which is inside the evaporator tube and extends throughout the length of the said tube. The said rod core is wrapped laterally around with a thin metal sheet sleeve provided with holes at its upper portion. At high engine speed water from an auxiliary water tank flows through a pipe into the evaporator tube at its upper portion, flowing over the said metal sheet. The evaporator tube is provided with high speed tubes connecting from the middle portion of the said evaporator tube to the venturi located in the baffle plate of mixer tube, and has primary air holes at the lower portion of said evaporator tube. At high engine speed, streams of air flow through the primary air holes into the evaporator tube and then out of said tube, and through the venturi in the baffle plate, into the mixer tube. These streams of air create a partial vacuum inside the evapo rator tube which is heated by the exhaust gases of the engine, flowing through the heat exchanger. The liquid fuel and water that enter the evaporator tube which is hot and at low pressure will vaporize. The fuel and water vapor flow into the mixer tube, where they mix with the air that flows through the holes in the baffle plate inside the mixer tube. The mixture of fuel vapor, water vapor and air flows into the cylinder of the engine, through the inlet manifold, passing by the throttle valve in the adapter tube. At the end of the compression of the engines piston, the water vapor changes to steam due to the heat of compression and at combustion the steam absorbes some heat from the burned fuel, then expands and adds more power to the engine.

In the accompanying drawings:

FIG. 1 is the elevation of the whole vaporizer carbu retor assembly showing the relative locations of the different parts and indicating its position relative to the induction flow C G and the exhaust gases flow A B of the engine.

FIG. 2 is the sectional view of the vaporizer carburetor of FIG. 1, showing the inside details of the different parts, and the relative positions of the two siphon pipes.

FIG. 3 is a broken sectional view of the upper portion of the evaporator tube showing the relative positions of the two siphon pipes, of the metal rod core wrapped around laterally by a metal sheet sleeve, the water pipe and the relative positions of the evaporator tube flange, the fuel reservoir flange and the siphon pipe flange.

FIG. 4 is the sectional view of the upright mixer tube showing the relative position of the lower portion of the evaporator tube with respect to the mixer tube, the cut of the lower end of the evaporator tube being parallel with the vertical wall of the mixer tube. It also shows the baffle plate with holes and venturi throat near the lower end of the high speed tube.

FIG. 5 is the side view of the flange of two siphon pipes showing the relative positions of the two siphon pipes, the idling siphon pipe 2 and the high speed siphon pipe 2a.

FIG. 6 is the back view of the siphon pipe flange showing the relative position of the inlet portions of the two siphon pipes, each inlet being provided with a needle valve.

In the preferred form of the invention as shown in the drawings, the evaporator tube flange 8, the fuel reservoir flange 7, and the siphon pipe flange 5 are bolted together, the fuel reservoir flange being at the middle, with gasket g, between the joints, such that the inlet portion of the siphon pipe 2 and of siphon pipe 2a are inside the fuel reservoir 1 while the discharging portions 6 and 6a of the siphon pipes are inside the entry openings to the metal rod core 9a inside the evaporator tube 10. The discharging portion 6a of the high speed siphon pipe 2a is above the discharging portion 6 of the idling siphon pipe 2. The fuel reservoir 1 is connected by means of a tube to a fuel pump (not shown) of the engine. The fuel level in the fuel reservoir if kept constantly above the upper bend of the idling siphon pipe 2 but below the discharging end 6a of the high speed siphon pipe 2a, by means of a float and check valve (not shown). The fuel reservoir 1 which appears as a metal box is provided with a cover. The needle valve 3 and 3a of the two siphon pipes, 2 and 2a, respepctively pass thorugh the said cover, the ends of the two needle valves extend above the said cover. A gas tube 25 passes through the fuel reservoir 1. When heavy fuel like diesel is used, part of the exhaust gases of the engine is allowed to flow through tube 25, so that the fuel in the fuel reservoir will be pre-heated.

THE IDLING SIPHON PIPE AND THE HIGH SPEED SIPI-ION PIPE The Idling siphon pipe 2 and the high speed siphon pipe 20, FIGS. 2, 3 and 5, are metal tubes with small inside diameter opened at both ends and bent in the form as shown in the drawings. The discharging portion 6 of the idling siphon pipe 2 and the discharging portion 6a of the high speed siphon pipe 20, pass through the siphon pipe flange 5, such that the discharging portion 6a is above the discharging portion 6, and both siphon pipes are fixed to the said flange, so that the two siphon pipes and the siphon pipe flange are integral.

THE NEEDLE VALVES The needle valve 3 in FIGS. 2, 3, 5 and 6 controls the flow of fuel through the idling siphon pipe 2, passing through inlet or mouth 4, and is closed when the engine is stopped and open when the engine is running. By means of lever and cable (both not shown) the needle 3 can be opened or closed by the driver of the car while the car is running. Since the fuel level in the auxiliary fuel reservoir is above the upper bend of the idling siphon pipe 2, the fuel will flow through the asid siphon pipe, when the needle valve 3 is opened. The opening of said valve can be adjusted so that the engine will have slow smooth idling speed.

The needle valve 30, FIGS. 2,3,5 and 6, controlling the flow of fuel passing through the high speed siphon pipe 2a, entering through mouth 4a, is always opened. The opening of said valve can be adjusted so that the engine will have good pick up and can attain its rated maximum power. The upper end of said valve extends above the cover of the fuel reservoir and is provided with a screw and nut (not shown) so that turning the screw clockwise will decrease the opening of said valve and turning it counter clockwise will increase the opening of the said valve.

THE EVAPORATOR TUBE The evaporator tube 10, FIGS. 1, 2, 3 and 4, is open at both ends and is provided with a flange on the upper end which is connected to the flange of the fuel reservoir l. Evaporator tube 10 is a metal tube of uniform inside diameter throughout its length. The lower portion of the tube, is inserted into a passage formed in the wall of the upright mixer tube 14 FIGS. 1, 2, and 4, in such a way that the evaporator tube is inclined relative to the horizontal and arranged so that the cut 10a at the end of the evaporator tube is parallel with the vertical wall of the mixer tube 10, as shown in FIGS. 2 and 4. The cut 10a has a clearance with the vertical wall of the mixer tube 14. The outside surface of the lower portion of the evaporator tube, in contact with the wall of the mixer tube, is welded to the wall of the mixer tube so that the two tubes are made integral. At the lower portion of the evaporator tube, but outside the mixer tube are primary air holes 13 in FIGS. 1, 2 and 4. These primary air holes (more than three around the circumference of the tube) may be enclosed by an air tight casing (not shown) which may be connected by a pipe to the air cleaner (not shown) of the engine, so that the air passing through these holes 13 will be clean. Near the middle poriton of the length of the evaporator tube is a heat exchanger 12 (FIGS. 1 and 2). In order to heat the evaporator tube 10, part of the engines exhaust gases is allowed to flow through the heat exchanger. The evaporator tube may be heated also by conducting heat from the hot exhaust manifold of the engine, to the evaporator tube say by means of copper wire. A metal rod core wrapped laterally around with a thin metal sheet 11, is disposed inside the evaporator tube 10, throughout the length of the said tube. The metal rod core is divided in two portions, the lower portion 9 and the upper portion 9a which has a pair of axial passageways or bores for receiving the two discharging ends 6 and 6a of the two siphon pipes disposed as shown in FIGS. 2 and 4. There is a small clearance between the outside surface of the thin metal sheet 11 and the inside surface of the evaporator tube 10. The upper portion of the metal sheet is provided with openings to enable the fuel from the discharging ends of the two siphon pipes to pass through into the said clearance.

THE AUXILIARY WATER TANK In the working model of the vaporizer carburetor the auxiliary water tank 19 FIGS. 1 and 2, is placed at the same level as the level of the auxiliary fuel reservoir 1.

The auxiliary water tank 19, which looks like a metal box, is supplied with water from a main water tank (not shown) by means of a pipe (not shown) and a pump (not shown). A water pipe 21 (FIGS. 1 and 2) connects the inside of the evaporator tube 10, to the auxiliary water tank 19. The water level in said tank 19 is kept constantly below the level of the water inlet 21a at the upper portion of the evaporator tube 10, by means of a float valve, 26 so that when the engine is stopped or idling no water will flow into the evaporator tube 10. When the engine speed is high, the suction at the upper portion of the evaporator tube will be high, so that the water controlled by the water valve 20, will flow into the evaporator tube.

THE MIXER TUBE The mixer tube 14, FIGS. 1, 2 and 4, is a vertical tube of uniform inside diameter throughout its length. The lower end of the mixer tube 14 which is provided with an annular flange is bolted to the upper flange of the adapter tube 17, (FIGS. 1 and 2), while the lower flange of adapter tube 17 is attached to the engine manifold (not shown) so that the mixer tube 14 is maintained in upright condition. The upper end of the said mixer tube 14 is connected to the air cleaner (not shown) of the engine. The mixer tube is provided with a baffle plate 15 (FIGS. 2 and 4), which is a circular metal sheet welded to the inside surface of the upper poriton of the mixer tube, as shown in FIGS. 2 and 4, above the lower portion of the evaporator tube 10, such that the plane of the said baffle plate 15 is perpendicular to the vertical axis of the mixer tube 14. The mixer tube 14 is divided thereby into two compartments namely, the upper compartment D and the lower compartment E, (FIGS. 2 and 4). The upper compartment D contains fresh air from the air cleaner (not shown) of the engine, while the lower compartment contains fuel vapor, water vapor and air when the engine is running. The baffle plate 15, (FIGS. 2 and 4), is provided with venturi 16 and supplementary air holes 15a (FIGS. 2 and 4). One end of the high speed tube 22 (FIGS. 1, 2 and 4), is connected to the evaporator tube 10, at the middle portion of the length of the evaporator tube. The other end of the high speed tube 22 is inside the venturi 16.

THE ADAPTER TUBE The adapter 17, (FIGS. 1 and 2), is a tube of uniform inside diameter. The upper and lower ends of the adapter 17 are each provided with a flange, the upper flange is connected to the flange of the mixer tube 14, (FIGS. 1 and 2), and the lower flange is attached to the inlet manifold (not shown) of the engine. Inside the adapter 17, is a throttle valve 18, which controls the flow of the mixture of the fuel vapor, water vapor and air into the cylinder of the engine. The throttle valve 18, is a circular plate set inside the adapter tube 17 such that its plane is inclined with the vertical axis of the said mixer tube when the engine is idling. The throttle valve 18 is attached to a spindle (not shown) which passes through the center of the said valve on a diamet ric axis thereof, so that the valve is opened or closed by turning the said spindle clockwise or counter clockwise. By means of a spring (not shown) connected to the spindle, the throttle valve 18 is set always in position as shown in FIG. 2 when the engine is idling or is stopped. The spindle (not shown) which is perpendicular to the vertical axis of the adapter tube 17, is provided with set screw so that the position of the throttle valve 18, for engine idling speed, can be varied. This throttle valve could be opened and closed by the driver of the car while the car is at a stand-still or is running.

THE HIGH SPEED TUBE The high speed tube 22, FIGS. 1, 2 and 4 is a tube with small inside diameter. The upper end of the said tube is connected with an airtight joint of the inside of the evaporator tube 10, at the middle porition of the length of the evaporator tube 10, and the lower end of the high speed tube is inside the venturi throat 16, (FIGS. 2 and 4). The venturi throat 16 passes through the baffle plate 15 as shown in FIGS. 2 and 4 so that when the throttle valve 18, is opened wide the velocity of the air passing through the venturi throat 16, will be high, thus producing a partial vacuum inside the evaporator tube 10. The fuel vapor and water vapor will flow through this high speed tube 22, into the mixer tube 14.

THE IDLING TUBE The idling tube 23, FIGS. 1, 2 and 4, is a tube with small inside diameter. The upper end of the said tube is connected with an air tight joint to the inside of the evaporator tube 10 at its lower portion below the primary air holes 13, as shown in FIGS. 2 and 4. The lower end of the idling tube 23 (FIGS. 1, 2 and 4) is connected to the inside surface of the adapter tube 17, (FIGS. 1 and 2), at the air tight joint 24 (thereat shown), slightly above the lower edge of the throttle valve 18, at its position (shown in FIG. 2), set for idling speed of the engine.

DETAILED OPERATION The detailed operation of the vaporizer carburetor is as follows, explained in the light of FIG. 2. The Vaporizer Carburetor of the invention is installed in an engine such that the lower flange of the adapter tube 17 will match with the flange of the inlet manifold of the engine. The preferred position of the vaporizer carburetor is that the plane passing through the longitudinal axis of the evaporator tube and the mixer tube 14, will be perpendicular to the direction of motion of the car. As shown in FIGS. 1 and 2, the direction of the car should be perpendicular to the plane of the paper. The fuel reservoir 1 is connected to the fuel pump (not shown) of the engine and is filled with fuel say gasoline. The level of the fuel should be above the upper bend of the idling siphon pipe 2 but below the discharging end 6a of the high speed siphon pipe 2a. The auxiliary water tank 19 is filled with water. The heat exchanger 12 is connected to the exhaust manifold (not shown) of the engine, the needle valve 3 of the idling siphon pipe 2, is connected by means of lever and cable (both not shown) to the dashboard of the car, so that the said needle valve 3, could be opened and closed while the car is running and the throttle valve spindle (not shown) is connected to the accelerator of the car. The ignition switch (not shown) is turned on and the needle valve 3 is opened. The engine is cranked and the engine will start to run. The openings of the needle valve 3 and of the throttle valve 18 are adjusted so that the engine will have slow smooth idling speed. The opening of the needle valve 3a is adjusted and the opening of the water valve 20 also is adjusted so that the engine will have good pick up and can attain its rated maximum power.

It is believed that the advantages of the invention over the fuel vaporizer carburetor have been fully explained in connection with the above specification and drawings and that those skilled in this art will understand the manner of construction of the invention, operations and use thereof. If is desired to point out that considerable variations in many of the details may be made without in any way departing from the spirit and scope of the invention as defined in the appended claims.

1. A vaporizer carburetor for an internal combusion engine in which liquid fuel from a fuel feeder assembly and water from a water supply assembly system properly metered, are vaporized in an evaporator tube assembly and mixed with air in a mixer tube assembly in predetermined ratios and said mixtures thereafter are introduced into the inlet manifold of the engine, the evaporator tube assembly having upper and lower ends and being arranged inclined horizontally between the fuel feeder assembly located at the upper end of the evaporator tube assembly and the mixer tube assembly located at the lower end of the evaporator tube assembly, said evaporator tube assembly having an inlet and an outlet, said inlet being in communication with the said fuel feeder assembly to receive liquid fuel therefrom, the lower end of the evaporator tube assembly incorporating said outlet and being coupled to said mixer tube assembly to place said outlet interior of said mixer tube assembly for discharging fuel vapor thereinto, a heat exchanger assembly surrounding said evaporator tube assembly between the inlet and the outlet ends thereof, the heat exchanger assembly having means for receiving exhaust gases from the engine for heating said evaporator tube assembly, first conduit means communicating between the interior of the evaporator tube assembly at the heated portion thereof and the interior of said mixer tube assembly, second conduit means communicating from the interior of the evaporator tube assembly at the lower portion thereof to the interior of the mixer tube assembly, air inlet means disposed at the lower end of the evaporator tube assembly for introducing air into the lower end of said evaporator tube assembly during operation of the internal combustion engine, said water supply assembly system comprising a water supply tank having a water level therein disposed below the upper end of said evaporator tube assembly, and third conduit means communicating between the interior of said water tank to the interior of the upper portion of said evaporator tube assembly between the upper end thereof and the heat exchanger assembly, means for maintaining the water level in the water supply tank below the inlet of the third conduit means within the interior of the evaporator tube assembly, and valve means for controlling flow of water through said conduit means for introducing water to the evaporator tube assembly and the fuel flow therein whereby the water is vaporized and introduced into the mixer tube assembly as a fuel vapor and water vapor mixture from the outlet of the evaporator tube assembly, said valve means for controlling flow of water being open whereby water is introduced solely proportional to the suction generated within the evaporator tube assembly.

2. The system as claimed in claim 1 in which said fuel feeder assembly comprises an auxiliary fuel tank with a predetermined fuel level therein and a pair of siphon pipes having entry ends interior of said auxiliary fuel tank below the fuel level and discharge ends interior of said evaporator tube assembly, means for coupling the upper end of said evaporator tube assembly to said auxiliary fuel tank with the upper bend and the discharging end of one siphon pipe being below the fuel level and the discharging end of the other siphon pipe being above the fuel level, both discharging ends being within said evaporator tube assembly and needle valve means at said entry ends within said auxiliary fuel tank, said siphon pipes operable by suction generated within said evaporator tube assembly, flow through said other siphon pipe being effected in response to development of suction at the discharging end of said other siphon pipe.

3. The system as claimed in claim 2 in which said evaporator tube assembly comprises an elongate tubular outer member and a solid elongate cylindrical rod member disposed within said tubular member and coextensive therewith, said rod member having a metal sheet circumferentially wrapped along the entire length thereof, the thickness of the rod and sheet wrapping being less than the inner diameter of the tubular member and a pair of parallel passageways formed in and opening to one end of said rod member, said passageways extending parallel to the central axis of said rod, the length of said passageways being substantially less than the length of the rod and the diameter of each passageway being selected to accommodate the respective discharge ends of said siphon pipes therein and said one end being at the upper end of said evaporator tube assembly when same is sescured to the mixer tube assembly and fuel feed assembly.

4. The system as claimed in claim 1 in which the outlet is defined by an inclined cut defining a mouth opening along a plane closely parallelling the inner wall of the mixer tube assembly.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Q PATENT NO. 3,915,669

DATED October 28, 1975 INVENTOW i CLEMENTE MINOZA It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below;

Column l,line 42, Change "is" to -in (first occurrence) Column l,line 47, Change "siphone" to siphon-; Column l,line 58, Change "this" to -the--; Column 4, line 66 Delete "is" (first occurrence) 7 Q Column 2, line 10, Before "the" insert -at-; and

Column 4,line 34, Change "asid" to said-.

Signed and Scaled this sixth Day of April 1976 [SEAL] Arrest:

RUTH C. Met-SON C. MARSHALL DANN Affllflng Officer (mnmissr'uner oflarenls and Trademarks 

1. A VAPORIZER CARBURETOR FOR AN INTERNAL COMBUSION ENGINE IN WHICH LIQUID FUEL FROM A FUEL FEEDER ASSEMBLY AND WATER FROM A WATER SUPPLY ASSEMBLY SYSTEM PROPERLY METERED, AND VAPORIZED IN AN EVAPORATOR TUBE ASSEMBLY AND MIXED WITH AIR IN A MIXER TUBE ASSEMBLY IN PREDETERMINED RATIOS AND SAID MIXTURES THEREAFTER ARE INTRODUCED INTO THE INLET MANIFOLD OF THE ENGINE, THE EVAPORATOR TUBE ASSEMBLY HAVING UPPER AND. LOWER ENDS AND BEING ARRANGED INCLINED HORIZONTALLY BETWEEN THE FUEL FEEDER ASSEMBLY LOCATED AT THE UPPER END OF THE EVAPORATOR TUBE ASSEMBLY AND THE MIXER TUBE ASSEMBLY LOCATED AT THE LOWER END OF THE EVAPORATOR TUBE ASSEMBLY, SAID EVAPORATOR TUBE ASSEMBLY HAVING AN INLET AND AN OUTLET, SAID INLET BEING IN COMMUNICATION WITH THE SAID FUEL FEEDER ASSEMBLY TO RECEIVE LIQUID FUEL THEREFROM, THE LOWER END OF THE EVAPORATOR TUBE ASSEMBLY INCORPORATING SAID OUTLET AND BEING COUPLED TO SAID MIXER TUBE ASSEMBLY TO PLACE SAID OUTLET INTERIOR OF SAID MIXER TUBE ASSEMBLY FOR DISCHARGING FUEL VAPOR THEREINTO A HEAT EXCHANGER ASSEMBLY SURROUNDING SAID EVAPORATOR TUBE ASSEMBLY BETWEEN THE INLET AND THE OUTLET ENDS THEREOF, THE HEAT EXCHANGER ASSEMBLY HAVING MEANS FOR RECEIVING EXHAUST GASES FROM THE ENGINE FOR HEATING SAID EVAPORATOR TUBE ASSEMBLY, FIRST CONDUIT MEANS COMMUNICATING BETWEEN THE INTERIOR OF THE EVAPORATOR TUBE ASSEMBLY AT THE HEATED PORTION THEREOF AND THE INTERIOR OF SAID MIXER TUBE ASSEMBLY SECOND CONDUIT MEANS COMMUNICATING FROM THE INTERIOR OF THE EVAPORATOR TUBE ASSEMBLY AT THE LOWER PORTION THEREOF TO THE INTERIOR OF THE MIXER TUBE ASSEMBLY, AIR INLET MEANS DISPOSED AT THE LOWER END OF THE EVAPORATOR TUBE ASSEMBLY FOR INTRODUCING AIR INTO THE LOWER END OF SAID EVAPORATOR TUBE ASSEMBLY DURING OPERATION OF THE INTERNAL COMBUSTION ENGINE SAID WATER SUPPLY ASSEMBLY SYSTEM COMPRISING A WATER SUPPLY TANK HAVING A WATER LEVEL THEREIN DISPOSED BELOW THE UPPER END OF SAID EVAPORATOR TUBE ASSEMBLY, AND THIRD CONDUIT MEANS COMMUNICATING BETWEEN THE INTERIOR OF SAID WATER TANK TO THE INTERIOR OF THE UPPER PORTION OF SAID VAPORATOR TUBE ASSEMBLY BETWEEN THE UPPER END THEREOF AND THE HEAT EXCHANGER ASSEMBLY, MEANS FOR MAINTAINING THE WATER LEVEL IN THE WATER SUPPLY TANK BELOW THE INLET OF THE THIRD CONDUIT MEANS WITHIN THE INTERIOR OF THE EVAPORATOR TUBE ASSEMBLY AND VALVE MEANS FOR CONTROLING FLOW OF WATER THROUGH SAID CONDUIT MEANS FOR INTRODUCING WATER TO THE EVAPORATOR TUBE ASSEMBLY AND THE FUEL FLOW THEREIN WHEREBY THE WATER IS VAPORIZED AND INTRODUCED INTO THE MIXER TUBE ASSEMBLY AS A FUEL VAPOR AND WATER VAPOR MIXTURE FROM THE OUTLET OF THE EVAPORATOR TUBE ASSEMBLY SAID VALVE MEANS FOR CONTROLLING FLOW OF WATER BEING OPEN WHEREBY WATER IS INTRODUCED SOLELY PROPORTIONAL TO THE SUCTION GENERATED WITHIN THE EVAPORATOR TUBE ASSEMBLY.
 2. The system as claimed in claim 1 in which said fuel feeder assembly comprises an auxiliary fuel tank with a predetermined fuel level therein and a pair of siphon pipes having entry ends interior of said auxiliary fuel tank below the fuel level and discharge ends interior of said evaporator tube assembly, means for coupling the upper end of said evaporator tube assembly to said auxiliary fuel tank with the upper bend and the discharging end of one siphon pipe being below the fuel level and the discharging end of the other siphon pipe being above the fuel level, both discharging ends being within said evaporator tube assembly and needle valve means at said entry ends within said auxiliary fuel tank, said Siphon pipes operable by suction generated within said evaporator tube assembly, flow through said other siphon pipe being effected in response to development of suction at the discharging end of said other siphon pipe.
 3. The system as claimed in claim 2 in which said evaporator tube assembly comprises an elongate tubular outer member and a solid elongate cylindrical rod member disposed within said tubular member and coextensive therewith, said rod member having a metal sheet circumferentially wrapped along the entire length thereof, the thickness of the rod and sheet wrapping being less than the inner diameter of the tubular member and a pair of parallel passageways formed in and opening to one end of said rod member, said passageways extending parallel to the central axis of said rod, the length of said passageways being substantially less than the length of the rod and the diameter of each passageway being selected to accommodate the respective discharge ends of said siphon pipes therein and said one end being at the upper end of said evaporator tube assembly when same is secured to the mixer tube assembly and fuel feed assembly.
 4. The system as claimed in claim 1 in which the outlet is defined by an inclined cut defining a mouth opening along a plane closely parallelling the inner wall of the mixer tube assembly. 